Backward pushing type multi-section ship

Abstract

The invention discloses a push-back type multi-section ship, and belongs to the technical field of ships. The push-back type multi-section ship comprises a bow ship located at the front end, a multi-section ship located in the middle and a stern ship located at the stern. The head ship, the plurality of section ships and the tail ship are sequentially connected through an interlocking mechanism, and the head ship, the section ships and the tail ship are all provided with sub observation control rooms and storable auxiliary propellers; the tail ship is provided with a total power system and a main outlook control room of the ship, and the tail ship pushes the multi-section ship and the head ship to sail forwards. Each single-section ship is provided with four auxiliary propellers, so that the single-section ship can automatically enter and exit a port, berth, leave a wharf, be separated from and combined with the ship and the like under the condition that the single-section ship is separated from the ship, and the flexibility and the economical efficiency are better. The single-section ship bodies are connected through the main push rod oil cylinders and the steering push rod oil cylinders, the mutual angles of the single-section ship bodies are controlled, the course is changed by adjusting the mutual angles of the single-section ship bodies, the space range used for steering of the ship is smaller, and steering is faster and more convenient.

Description

Technical Field

[0001] The invention belongs to the technical field of ships, and in particular relates to a pusher-type multi-section ship. Background Art

[0002] Ports, docks, and waterways have strict requirements on the width, length, and draft of ships. If a certain index is exceeded, the ship will not be allowed to enter or dock. In addition, if a ship is sailing at sea and an accident such as leakage or fire occurs, the risk of joint damage is higher for large ships.

[0003] The existing combined ship, application number 2017203924072, invention name: High-speed energy-saving multi-section ship, has main traction propellers set on both sides of the bow. The water flow generated by the propellers will produce a large friction with the hull during travel. This friction is backward and will damp the forward power of the entire ship, thereby greatly reducing the propulsion efficiency of the entire ship.

[0004] Therefore, a new technical solution is urgently needed in the prior art to solve this problem. Summary of the invention

[0005] The technical problem to be solved by the present invention is to provide a pusher multi-section ship to solve the technical problem that the main traction propeller of the existing combined ship is arranged at the bow, and the water flow generated by the propeller generates friction with the hull, which greatly reduces the propulsion efficiency of the entire ship.

[0006] A push-back multi-section ship comprises a bow ship at the front, a multi-section ship at the middle and a stern ship at the stern. The bow ship, the multi-section ship and the stern ship are sequentially connected by a chain mechanism. The bow ship and the multi-section ship are both provided with a sub-lookout control room and a retractable auxiliary propeller. The stern ship is provided with a total power system of the ship, a main lookout control room and a retractable auxiliary propeller. A propeller is installed at the rear of the stern ship, and the stern ship and the bow ship are pushed forward by the stern ship.

[0007] The auxiliary propeller is connected to the sub-lookout control room or the main lookout control room of the hull. When the whole ship is sailing, the auxiliary propeller is in a stored state. When the hull is moving independently, the auxiliary propeller is placed in the water to push the hull to move independently. The power source of the auxiliary propeller is the power supply configured in the sub-lookout control room or the main lookout control room. The sub-lookout control room is provided with a control device of the ship. The sub-lookout control room is used to control the movement, mooring, connection or separation of the ship with other hulls. The sub-lookout control room is also communicated with the main lookout control room, and the signal from the main lookout control room is used to control the coordinated navigation of each hull and the whole ship. The main lookout control room is used to control the coordinated navigation of the whole ship and the independent movement of the stern ship.

[0008] The linkage mechanism includes a front-end linkage mechanism and a rear-end linkage mechanism; the front-end linkage mechanism is located at the front end of each hull, and the front-end linkage mechanism is connected to the rear-end linkage mechanism provided at the rear end of the adjacent hull in front.

[0009] The front-end linkage mechanism includes a main push rod cylinder and a steering push rod cylinder. The fixed end of the main push rod cylinder is installed on the sliding platform through a ball shaft or a universal joint, and a main push ball is provided at the free end of the main push rod cylinder; the steering push rod cylinders are symmetrically located on the left and right sides of the main push rod cylinder. The fixed end of the steering push rod cylinder is installed on the sliding platform through a ball shaft or a universal joint, and a small push ball is provided at the free end of the steering push rod cylinder; the rear-end linkage mechanism includes a main push ball chuck, a left receiving push slot and a right receiving push slot; the main push ball chuck is clamped and rotates relatively with the main push ball; the left receiving push slot and the right receiving push slot are respectively clamped and rotate relatively with the corresponding small push balls.

[0010] The main push rod cylinder and the steering push rod cylinder are respectively installed with a vertical deflection cylinder and a horizontal deflection cylinder in the vertical direction and the horizontal direction; one end of each of the vertical deflection cylinder and the horizontal deflection cylinder is rotatably connected to the side of the free end of the main push rod cylinder or the steering push rod cylinder, and the other end of each of the vertical deflection cylinder and the horizontal deflection cylinder is rotatably connected to the sliding platform through a ball shaft.

[0011] The front-end linkage mechanism further includes a front-end linkage platform, a horizontal slide rail and a vertical slide rail; there are two horizontal slide rails, and the two horizontal slide rails are symmetrically fixed at the rear end of the hull up and down; one side of the front-end linkage platform is slidably connected to the horizontal slide rail, and a vertical slide rail is fixedly installed on the other side of the front-end linkage platform; the number of vertical slide rails is the same as the total number of the main push rod cylinders and the steering push rod cylinders, and sliding platforms are slidably installed on the vertical slide rails; the main push rod cylinder and the vertical deflection cylinder and the horizontal deflection cylinder correspondingly connected thereto are all installed on the same sliding platform; the steering push rod cylinder and the vertical deflection cylinder and the horizontal deflection cylinder correspondingly connected thereto are all installed on the same sliding platform; threaded lead screws are installed on both the front-end linkage platform and the sliding platform for controlling the front-end linkage platform or the sliding platform to move or stop along the corresponding slide rails; all the sliding platforms move synchronously.

[0012] The rear linkage mechanism further includes a rear linkage platform, a rear horizontal slide rail, and a rear vertical slide rail; there are two rear vertical slide rails, and the two rear vertical slide rails are symmetrically fixed to the rear end of the hull from left to right; one side of the rear linkage platform is slidably connected to the rear vertical slide rail, and a rear horizontal slide rail is fixedly installed on the other side of the rear linkage platform; there are two rear horizontal slide rails, and the two rear horizontal slide rails are arranged symmetrically up and down. A main push ball chuck, a left pushed slot, and a right pushed slot are slidably installed on the two rear horizontal slide rails; the main push ball chuck, the left pushed slot, and the right pushed slot are fixedly connected; threaded lead screws are installed on both the rear linkage platform and the main push ball chuck to control the movement or stop of the rear linkage platform and the main push ball chuck along the corresponding slide rails.

[0013] The auxiliary thrusters are located at the four corners of the hull. The auxiliary thrusters include a machine base, a rotating shaft, a hydraulic telescopic rod, a joint, a thruster motor, and a propeller; the machine base is fixedly installed on the upper part of the hull, and the machine base is rotatably connected to one end of the rotating shaft; the rotating shaft is of an L-shaped structure, and the other end of the rotating shaft is rotatably connected to the fixed end of the hydraulic telescopic rod; the telescopic end of the hydraulic telescopic rod is connected to one end of the joint; the other end of the joint is installed with a thruster motor and a propeller; the propeller is connected to the thruster motor.

[0014] The rear ends of the leading ship and the intermediate ships, and the front ends of the intermediate ships and the trailing ship are connected with guide vanes on their left and right sides and bottoms through hinges; a folding support is installed on the guide vanes; the folding support is connected to the hull through a folding oil cylinder; the front ends of the intermediate ships and the front ends of the trailing ship are fixedly connected with fixed guide vanes on their left and right sides and bottoms; the folding oil cylinder controls the opening and closing angle of the guide vanes, so that the guide vanes of the hull partially overlap and lap outside the fixed guide vanes of the following hull, thereby reducing the navigation resistance.

[0015] The rear end of the leading ship, the front and rear ends of the intermediate ships, and the front end of the trailing ship are all provided with lidar or optical rangefinders, which are used to measure the draft depth of two hulls, the distance between two hulls, the mutual angle, and the relative moving speed in real time; laser rangefinders are arranged on both the main push rod oil cylinder and the steering push rod oil cylinder. By combining the laser rangefinders with geometric calculations, the inclination angles of the main push rod oil cylinder and the steering push rod oil cylinder in the horizontal and vertical directions are respectively obtained.

[0016] Quick connectors are provided on the leading ship, intermediate ships, and trailing ship for the connection of electricity, communication, and various pipelines between the hulls. Retractable gangplanks are also provided on the leading ship, intermediate ships, and trailing ship for pedestrians to pass.

[0017] Through the above design scheme, the present invention can bring the following beneficial effects:

[0018] The multi-section ship in the present invention is abbreviated as a train ship, which is particularly suitable for cargo transportation. The train ship is propelled by the propeller of the tail ship and has no application number 2017203924072, and the invention name is: Generation of additional damping effect in high-speed energy-saving multi-section ships. The propulsion efficiency of the entire ship is high. The connection between each section of the ship and the control of the mutual angle are carried out through the main push rod cylinder and the steering push rod cylinder. By adjusting the mutual angle between each section of the ship, the course is changed, so that the spatial range used for the train ship to turn is smaller, faster and more convenient.

[0019] Each single-section ship is equipped with four auxiliary thrusters, so as to realize the movement processes such as the single-section ship can independently enter and leave the port, dock, leave the dock, separate from and combine with the train ship when it is separated from the train ship. After preliminary analysis, it is considered that the train ship has the following advantages compared with traditional ships:

[0020] 1. High transportation efficiency

[0021] The power system and control system of the entire train ship are mainly concentrated on the tail ship. The interior spaces of the head ship and the multi-section ships are basically used to load goods. Therefore, the entire train ship can load more goods than an ordinary cargo ship with the same displacement.

[0022] 2. More flexible use and scheduling

[0023] Each section of the train ship can load different varieties and forms of goods, and each section ship can independently enter and leave the port to load and unload goods, and then be assembled into a new group of train ships. Every time it passes through a port, some section ships can load and unload goods and be reorganized.

[0024] 3. Can reduce the restrictions of ports and waterways on ships

[0025] Ports, docks, and waterways have strict requirements on the width, length, and draft of ships. Exceeding a certain index will not allow passage or docking at the dock. And the train ship can easily solve these problems. The train ship can be disassembled outside the port, so that each section ship can enter the port separately and successively to load and unload goods. The same is true for the restrictions from the waterway. For train ships of the same tonnage, both the draft and the hull width are much smaller than those of traditional single ships of the same tonnage.

[0026] 4. Good safety, low maintenance and operation costs

[0027] If the articulated ship is sailing on the high seas and an accident occurs to one of the articulated ships, such as leakage or fire. The articulated ship can immediately stop sailing and disassemble all the single articulated ships. Each articulated ship releases its auxiliary thrusters and approaches the accident-prone articulated ship to provide rescue. After the accident is handled, the ships can be reorganized and continue sailing. For the articulated ship that needs to enter the port for repair, the accident-prone articulated ship can be separately detached and enter the port for repair when the articulated ship arrives at a port where it can be repaired. Then, adding a spare articulated ship to the articulated ship, the articulated ship can continue sailing. The main manufacturing costs of the ship are in the power system, control system, electricity, and communication system. These systems are mainly concentrated in the stern ship on the articulated ship. The stern ship is the single articulated ship with the highest cost and the highest utilization rate in the articulated ship. When the articulated ship is loading and unloading goods, the stern ship can transport the goods of other articulated ships. Reasonably scheduling the utilization rate of the stern ship is to improve the utilization rate of funds.

[0028] There is a huge amount of goods in the world relying on water transportation by ships, and a large number of ships are needed to complete the transportation tasks. The improvement of the ship and its transportation process in the present invention is of great significance and can bring considerable economic benefits. Brief Description of the Drawings

[0029] The present invention will be further described below in conjunction with the drawings and specific embodiments:

[0030] Figure 1 It is a schematic structural diagram of the rear-pushing multi-articulated ship of the present invention;

[0031] Figure 2 It is a schematic structural diagram of the leading ship in the rear-pushing multi-articulated ship of the present invention;

[0032] Figure 3 It is a schematic structural diagram of the articulated ship in the rear-pushing multi-articulated ship of the present invention;

[0033] Figure 4 It is a schematic structural diagram of the articulated ship in the rear-pushing multi-articulated ship of the present invention;

[0034] Figure 5 It is a schematic structural diagram of the stern ship in the rear-pushing multi-articulated ship of the present invention;

[0035] Figure 6 It is a schematic structural diagram of the front-end interlocking mechanism in the rear-pushing multi-articulated ship of the present invention;

[0036] Figure 7 It is a side top view structural diagram of the front-end interlocking mechanism in the rear-pushing multi-articulated ship of the present invention;

[0037] Figure 8 It is a schematic structural diagram of the rear-end interlocking mechanism in the rear-pushing multi-articulated ship of the present invention;

[0038] Figure 9 It is an enlarged schematic diagram of the main thrust ball chuck in the rear-pushing multi-articulated ship of the present invention;

[0039] Figure 10 This is a schematic structural diagram of the auxiliary propeller in the rear-pushing multi-section ship of the present invention.

[0040] In the figure, 1 - leading ship, 2 - intermediate ship, 3 - trailing ship, 4 - auxiliary propeller, 5 - front-end interlocking mechanism, 6 - rear-end interlocking mechanism, 7 - deflector, 8 - fixed deflector, 401 - machine base, 402 - rotating shaft, 403 - hydraulic telescopic rod, 404 - joint, 405 - propeller motor, 406 - propeller, 501 - front-end interlocking platform, 502 - horizontal slide rail, 503 - vertical slide rail, 504 - main push rod cylinder, 505 - steering push rod cylinder, 506 - sliding platform, 507 - main push ball, 508 - small push ball, 509 - vertical deflection cylinder, 510 - horizontal deflection cylinder, 601 - rear-end interlocking platform, 602 - rear-end horizontal slide rail, 603 - rear-end vertical slide rail, 604 - main push ball chuck, 605 - left push-receiving slot, 606 - right push-receiving slot, 701 - opening and closing bracket, 702 - opening and closing cylinder. Specific embodiments

[0041] The rear-pushing multi-section ship disclosed by the present invention is a new type of ship, which is formed by connecting a series of individual ships during navigation, as shown in Figure 1 . Just like a train, so it is called a "train ship" here.

[0042] The leading intermediate ship at the very front of the train ship is called the leading ship 1. As Figure 2 shown, the front end of the leading ship 1 is the ship tip part, and the middle part is the hull of the leading ship 1, which can be used for loading goods. The last section of the train ship is the trailing ship 3, as shown in Figure 5 . Its main function is to provide navigation driving force and control for the whole train ship. The train ship can be disassembled into individual hulls when needed. The hulls in the middle are intermediate ships 2, as shown in Figure 3 and Figure 4 shown.

[0043] At the rear end of the bow ship, the front and rear ends of the middle-section ship, and the front end of the stern ship, there are interlocking mechanisms, whose function is to connect and disassemble between individual hulls. The interlocking mechanism includes a front-end interlocking mechanism 5 and a rear-end interlocking mechanism 6. The fixed end of the main push rod cylinder 504 is installed on the sliding platform 506 through a ball shaft or a universal joint, and the free end of the main push rod cylinder 504 is provided with a main push ball 507; the steering push rod cylinders 505 are located on both sides of the main push rod cylinder 504, and the fixed ends of the steering push rod cylinders 505 are installed on the sliding platform 506 through a ball shaft or a universal joint, and the free ends of the steering push rod cylinders 505 are provided with small push balls 508; the rear-end interlocking mechanism 6 includes a main push ball chuck 604, a left push-receiving slot 605 and a right push-receiving slot 606; the main push ball chuck 604 is clamped with the main push ball 507 and rotates relatively; the small push balls 508 slide into the left push-receiving slot 605 and the right push-receiving slot 606 respectively from top to bottom under the movement of the steering push rod 505 to achieve connection, and when the small push balls 508 move upward and slide out of the left push-receiving slot 605 and the right force-receiving slot 606 respectively, separation is achieved. When the main push rod cylinder 504 does not perform telescopic movement and the two left and right steering push rod cylinders 505 perform reverse telescopic actions respectively, the mutual angle between the front and rear ships can be changed.

[0044] Figure 6 It is a structural diagram of the front-end interlocking mechanism 5, showing the layout of the front-end interlocking mechanism 5 at the front end of the ship's hull. Figure 7 Top view of the front-end interlocking mechanism 5. From Figure 6 and Figure 7The basic shapes and assembly conditions of the components of the front-end interlocking mechanism 5 can be seen. The components include a front-end interlocking platform 501, a horizontal slide rail 502, a vertical slide rail 503, a main push rod oil cylinder 504, a steering push rod oil cylinder 505, a sliding platform 506, a main push ball 507, a small push ball 508, a vertical deflection oil cylinder 509, and a horizontal deflection oil cylinder 510. There are two horizontal slide rails 502, and the two horizontal slide rails 502 are symmetrically fixed up and down at the front end of the ship's hull; one side of the front-end interlocking platform 501 is slidably connected to the horizontal slide rail 502, and a vertical slide rail 503 is fixedly installed on the other side of the front-end interlocking platform 501; the number of vertical slide rails 503 is the same as the total number of the main push rod oil cylinder 504 and the steering push rod oil cylinder 505, and sliding platforms 506 are slidably installed on the vertical slide rails 503; the main push rod oil cylinder 504 and the vertical deflection oil cylinder 509 and the horizontal deflection oil cylinder 510 connected thereto correspondingly are all installed on the same sliding platform 506; the steering push rod oil cylinder 505 and the vertical deflection oil cylinder 509 and the horizontal deflection oil cylinder 510 connected thereto correspondingly are all installed on the same sliding platform 506; one end of each of the vertical deflection oil cylinder 509 and the horizontal deflection oil cylinder 510 is rotatably connected to the side of the free end of the main push rod oil cylinder 504 or the steering push rod oil cylinder 505, and the other end of each of the vertical deflection oil cylinder 509 and the horizontal deflection oil cylinder 510 is rotatably connected to the sliding platform 506 through a ball shaft. Threaded lead screws are connected to the front-end interlocking platform 501 and the sliding platform 506 on the surfaces in contact with the corresponding slide rails for controlling the front-end interlocking platform 501 or the sliding platform 506 to move or stop along the corresponding slide rails; all the sliding platforms 506 move synchronously.

[0045] Figure 8 is a structural diagram of the rear-end interlocking mechanism 6, showing the layout of the rear-end interlocking mechanism 6 at the rear end of the ship's hull. Figure 9 is a structural diagram of the main push ball chuck 604, the left push-receiving slot 605, and the right push-receiving slot 606. From Figure 8 and Figure 9 the basic conditions and assembly conditions of the components of the rear-end interlocking mechanism can be seen. The components include a rear-end interlocking platform 601, a rear-end horizontal slide rail 602, a rear-end vertical slide rail 603, a main push ball chuck 604, a left push-receiving slot 605, a right push-receiving slot 606, etc.

[0046] There are two rear vertical slide rails 603, which are symmetrically fixed on the rear end of the hull from left to right; one side of the rear interlocking platform 601 is slidably connected to the rear vertical slide rail 603, and the rear horizontal slide rail 602 is fixedly installed on the other side of the rear vertical slide rail 603; there are two rear horizontal slide rails 602, which are arranged symmetrically from top to bottom. A main push ball chuck 604, a left pushed slot 605 and a right pushed slot 606 are slidably installed on the two rear horizontal slide rails 602; the main push ball chuck 604, the left pushed slot 605 and the right pushed slot 606 are fixedly connected; threaded lead screws are connected to the surfaces of the rear interlocking platform 601 and the main push ball chuck 604 that are in contact with the corresponding slide rails, for controlling the movement or stop of the rear interlocking platform 601 and the main push ball chuck 604 along the corresponding slide rails.

[0047] Flow deflectors 7 are also provided at the tails and bottoms of the first ship 1 and the second ship 2. A folding bracket 701 is installed on the flow deflector 7, and the folding bracket 701 is connected to the hull through a folding oil cylinder 702. The front end of the second ship 2 and the front end of the last ship 3 are fixedly connected with fixed flow deflectors 8 on their left and right sides and bottoms. The folding oil cylinder 702 controls the folding angle of the flow deflector 7, so that the flow deflector 7 at the rear of the hull partially overlaps and abuts against the outside of the fixed flow deflector 8 at the front end of the subsequent hull, thereby reducing the navigation resistance.

[0048] Auxiliary thrusters 4 are provided on each single hull for enabling the decomposed single hulls to move independently. A main observation control room and the total power system of the ship are provided on the last ship 3 for controlling the entire train of ships. Sub-observation control rooms are provided on other single hulls for controlling actions such as the connection, decomposition, movement, and berthing between this ship and other hulls. Figure 8 As can be seen in Figure 10 is the structural diagram of the auxiliary thruster. The auxiliary thrusters 4 are located at the four corners of the hull. The auxiliary thruster 4 includes a machine base 401, a rotating shaft 402, a hydraulic telescopic rod 403, a joint 404, a thruster motor 405 and a propeller 406; the machine base 401 is fixedly installed on the upper part of the hull, and the machine base 401 is rotatably connected to one end of the rotating shaft 402; the rotating shaft 402 is of an L-shaped structure, and the other end of the rotating shaft 402 is rotatably connected to the fixed end of the hydraulic telescopic rod 403; the telescopic end of the hydraulic telescopic rod 403 is connected to one end of the joint 404; the other end of the joint 404 is installed with the thruster motor 405 and the propeller 406; the propeller 406 is connected to the thruster motor 405.

[0049] Working process:

[0050] 1. Connection and decomposition process of the train of ships

[0051] When a single-section ship 2 in a single existence state needs to be connected to other section ships 2, first, the rotating shaft 402 of the auxiliary propulsion 4 of this section ship is driven to rotate, driving components such as the joint 404 and the hydraulic telescopic rod 403 above the water surface. Then, the joint 404 and the hydraulic telescopic rod 403 are adjusted to place its propeller 406 into the water. By adjusting the rotating shaft 402 and the joint 404, the direction of the propeller 406 is adjusted. The propulsion motor 405 of the propeller is started to generate thrust, causing the section ship 2 to move and approach the target section ship 2. The left, right, and bottom deflectors 7 at the rear of the front section ship 2 are opened to a large angle so as not to interfere with the connection of the two section ships 2. Laser radars or optical rangefinders are provided at the front and rear ends of each section ship 2, and data such as the distance, draft depth, mutual angle, and moving speed between the two section ships can be measured at all times. At the same time, according to the draft depth difference and relative angle of the two section ships 2, the heights of the contact components of the interlocking mechanism of the two section ships 2, namely the main push rod cylinder 504, the steering push rod cylinder 505, and the front-end interlocking platform 501, are adjusted. The main push ball chuck 604 of the rear-end interlocking mechanism 6 is opened, and then the postures of the main push rod cylinder 504 and the steering push rod cylinder 505 of the front-end interlocking mechanism 5 are finely adjusted. When approaching the docking conditions, the main push ball 507 can be inserted into the main push ball chuck 604 manually or under computer automatic control. The main push ball chuck 604 locks the main push ball 507, and then the left and right small push balls 508 are respectively placed into the left push-receiving slot 605 and the right push-receiving slot 606 one by one from top to bottom by stretching or swinging the steering push rod cylinder 505. After the interlocking of the section ship 2 is completed, the auxiliary propeller 4 of the section ship 2 is retracted into the ship, and the left, right, and bottom deflectors 7 at the rear of the front section ship 2 are retracted and attached to the hull of the rear section ship 2. Thus, the connection of the two section ships 2 is completed. The process of disassembling the two section ships is the opposite of the above process. Among them, the control components and control methods used for the alignment of the interlocking mechanism are all prior arts and will not be described in detail here.

[0052] 2. Overall working process

[0053] After the lead ship 1, all single-section ships 2, and the trailing ship 3 are all connected, the necessary connections such as electricity, communication, pipelines, and pedestrian passages between the ships also need to be carried out. When all the connections of the train of ships are completed, it can set sail. The navigation propulsion of the train of ships comes from the propeller of the trailing ship 3. The turning navigation of the train of ships is mainly achieved by the main observation control room provided on the trailing ship 3 by regulating the pushing and pulling actions of the left and right steering push rod cylinders 505 of the front-end interlocking mechanism 5 of each section ship 2, thereby changing the mutual angle between each section ship 2. The main rudder of the trailing ship 3 only plays an auxiliary steering role for the whole train of ships here.

[0054] A train of ships departs from Port A, sails for a certain distance, and then stops outside the operation area of Port B. The single-section ships 2 that are to load and unload goods at this port are unlocked and separated from the train of ships. Then, each single-section ship 2 sails into the port one after another under the propulsion of its own auxiliary propeller 4 and can accurately dock at the wharf autonomously. The single ship that has completed the loading and unloading of goods can also sail out of the operation area by itself, come near the train of ships, and connect with the train of ships. The above process does not require the assistance of a tugboat.

[0055] After all the section ships 2 are connected, this train of ships can leave Port B and head for Port C. There may already be several section ships 2 waiting outside the operation area of Port C. The train of ships selects an appropriate position to uncouple, connects these several section ships 2 to the train of ships, and at the same time, some of the section ships on the original train of ships enter the port to load and unload goods, and then sail out of the port to connect with the train of ships. Finally, the connected train of ships can sail to other ports. In short, all the section ships 2 of the train of ships can be freely combined and flexibly dispatched like the carriages of a train.

Claims

1. A pusher multi-section ship, comprising a bow ship (1) located at the front, a multi-section ship (2) located in the middle, and a stern ship (3) located at the stern, wherein: The bow ship (1), the multi-section ship (2) and the stern ship (3) are connected in sequence through a chain mechanism. The bow ship (1) and the multi-section ship (2) are both provided with a sub-lookout control room and a retractable auxiliary propeller (4); the stern ship (3) is provided with a total power system of the ship, a main lookout control room and a retractable auxiliary propeller (4); a propeller is installed at the rear of the stern ship (3), and the multi-section ship (2) and the bow ship (1) are pushed forward by the stern ship (3); The auxiliary propeller (4) is connected to the sub-lookout control room or the main lookout control room of the hull. When the whole ship is in a sailing state, the auxiliary propeller (4) is in a stored state. When the hull is in an independent moving state, the auxiliary propeller (4) is placed in water to propel the hull to move independently. The power source of the auxiliary propeller (4) is a power supply configured in the sub-lookout control room or the main lookout control room. The sub-lookout control room is provided with a control device for the ship. The sub-lookout control room is used to control the movement, mooring, connection or separation of the ship with other hulls. The sub-lookout control room is also connected to the main lookout control room for communication. The signal from the main lookout control room controls the coordinated navigation of each hull and the whole ship. The main lookout control room is used to control the coordinated navigation of the whole ship and the independent movement of the stern ship (3).

2. The pusher-type multi-section ship according to claim 1, characterized in that: The interlocking mechanism comprises a front interlocking mechanism (5) and a rear interlocking mechanism (6); the front interlocking mechanism (5) is located at the front end of each hull, and the front interlocking mechanism (5) is connected to the rear interlocking mechanism (6) arranged at the rear end of the front adjacent hull.

3. The pusher-type multi-section ship according to claim 2, characterized in that: The front end interlocking mechanism (5) comprises a main push rod cylinder (504) and a steering push rod cylinder (505); the fixed end of the main push rod cylinder (504) is mounted on the sliding platform (506) via a ball shaft or a universal joint, and the free end of the main push rod cylinder (504) is provided with a main push ball (507); the steering push rod cylinder (505) is symmetrically located on the left and right sides of the main push rod cylinder (504), and the fixed end of the steering push rod cylinder (505) is mounted via a ball shaft or a universal joint. On the sliding platform (506), a small push ball (508) is arranged at the free end of the steering push rod oil cylinder (505); the rear end interlocking mechanism (6) comprises a main push ball chuck (604), a left push receiving slot (605) and a right push receiving slot (606); the main push ball chuck (604) is engaged with the main push ball (507) and rotates relatively; the left push receiving slot (605) and the right push receiving slot (606) are respectively engaged with the corresponding small push ball (508) and rotate relatively.

4. The pusher-type multi-section ship according to claim 3, characterized in that: The main push rod oil cylinder (504) and the steering push rod oil cylinder (505) are respectively provided with a vertical deflection oil cylinder (509) and a horizontal deflection oil cylinder (510) in the vertical direction and the horizontal direction; one end of each of the vertical deflection oil cylinder (509) and the horizontal deflection oil cylinder (510) is rotatably connected to the side of the free end of the main push rod oil cylinder (504) or the steering push rod oil cylinder (505), and the other ends of each of the vertical deflection oil cylinder (509) and the horizontal deflection oil cylinder (510) are rotatably connected to the sliding platform (506) via a ball shaft.

5. The pusher-type multi-section ship according to claim 3, characterized in that: The front end interlocking mechanism (5) further comprises a front end interlocking platform (501), a horizontal slide rail (502) and a vertical slide rail (503); there are two horizontal slide rails (502), which are symmetrically fixed at the rear end of the hull; one side of the front end interlocking platform (501) is slidably connected to the horizontal slide rail (502), and the other side of the front end interlocking platform (501) is fixedly installed with a vertical slide rail (503); the number of the vertical slide rails (503) is the same as the total number of the main push rod oil cylinder (504) and the steering push rod oil cylinder (505), and the vertical slide rails (503) are all slidably installed with a sliding platform (503). 6); the main push rod cylinder (504) and the vertical deflection cylinder (509) and horizontal deflection cylinder (510) connected thereto are all installed on the same sliding platform (506); the steering push rod cylinder (505) and the vertical deflection cylinder (509) and horizontal deflection cylinder (510) connected thereto are all installed on the same sliding platform (506); the front end interlocking platform (501) and the sliding platform (506) are both installed with a threaded screw for controlling the front end interlocking platform (501) or the sliding platform (506) to move or stop along the corresponding slide rail; all the sliding platforms (506) move synchronously.

6. The pusher-type multi-section ship according to claim 3, characterized in that: The rear end interlocking mechanism (6) further comprises a rear end interlocking platform (601), a rear end horizontal slide rail (602) and a rear end vertical slide rail (603); there are two rear end vertical slide rails (603), and the two rear end vertical slide rails (603) are fixed symmetrically at the rear end of the hull; one side of the rear end interlocking platform (601) is slidably connected to the rear end vertical slide rail (603), and the other side of the rear end interlocking platform (601) is fixedly installed with the rear end horizontal slide rail (602); there are two rear end horizontal slide rails (602), and the two rear end horizontal slide rails (602) are fixedly installed at the rear end of the hull; The slide rails (602) are arranged symmetrically in the upper and lower parts. A main push ball chuck (604), a left push receiving slot (605) and a right push receiving slot (606) are slidably mounted on the two rear horizontal slide rails (602); the main push ball chuck (604), the left push receiving slot (605) and the right push receiving slot (606) are fixedly connected; a threaded screw is mounted on the rear interlocking platform (601) and the main push ball chuck (604) for controlling the rear interlocking platform (601) and the main push ball chuck (604) to move or stop along the corresponding slide rails.

7. The pusher-type multi-section ship according to claim 1, characterized in that: The auxiliary propeller (4) is located at four corners of the hull, and comprises a machine base (401), a rotating shaft (402), a hydraulic telescopic rod (403), a joint (404), a propeller motor (405) and a propeller (406); the machine base (401) is fixedly installed on the upper part of the hull, and the machine base (401) is rotatably connected to one end of the rotating shaft (402); the rotating shaft (402) is an L-shaped structure, and the other end of the rotating shaft (402) is rotatably connected to the fixed end of the hydraulic telescopic rod (403); the telescopic end of the hydraulic telescopic rod (403) is connected to one end of the joint (404); the propeller motor (405) and the propeller (406) are installed at the other end of the joint (404); the propeller (406) is connected to the propeller motor (405).

8. The pusher-type multi-section ship according to claim 1, characterized in that: The rear end of the bow ship (1) and the rear end of the section ship (2) are connected to guide plates (7) on their left and right sides and bottom through hinges; an opening and closing bracket (701) is installed on the guide plate (7); the opening and closing bracket (701) is connected to the ship body through an opening and closing oil cylinder (702); the front end of the section ship (2) and the front end of the stern ship (3) are fixedly connected to fixed guide plates (8) on their left and right sides and bottom; the opening and closing oil cylinder (702) controls the opening and closing angle of the guide plate (7) so that the guide plate (7) of the ship body is partially overlapped and overlapped on the outside of the fixed guide plate (8) of the rear ship body, thereby reducing navigation resistance.

9. The pusher-type multi-section ship according to claim 1, characterized in that: The rear end of the bow ship (1), the front and rear ends of the section ship (2), and the front end of the stern ship (3) are all provided with laser radars or optical rangefinders for measuring the draft depths of the two sections of the ship, the distance between the two sections of the ship, the mutual angle, and the relative moving speed in real time; the main push rod cylinder (504) and the steering push rod cylinder (505) are both provided with laser rangefinders, and the inclination angles of the main push rod cylinder (504) and the steering push rod cylinder (505) in the horizontal direction and the vertical direction are respectively obtained by combining the laser rangefinder with geometric calculation.

10. The pusher-type multi-section ship according to claim 1, characterized in that: The bow ship (1), the section ship (2) and the stern ship (3) are provided with quick-connect joints for connecting power, communication and various pipelines between the hulls. The bow ship (1), the section ship (2) and the stern ship (3) are also provided with retractable gangplanks for pedestrian passage.

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